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Technical  and  Bibliographic  Notes/Notes  techniques  et  biblioyraphiquet 


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Pages  endommagtes 

Pages  restored  and/or  laminated/ 
Pages  restaurtes  et/ou  peliicuJAes 

Pages  discoloured,  stained  or  foxed/ 
Pages  dAcoiortes,  tachettes  ou  piquies 

Pages  detached/ 
Pages  d^tachtes 


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Quality  of  prin 

Quality  inigale  de  I'impresslon 

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I      I    Quality  of  print  varies/ 

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to  tha  ganarosity  of: 

Library  of  tha  Public 
Archives  of  Canada 


L'axamplaira  fiinni  fut  raproduit  grica  i  la 
gAnAroait*  da: 

La  bibliothdqua  das  Archivas 
publiquas  du  Canada 


Tha  Imagas  appearing  hara  ara  tha  baat  quality 
possibia  considaring  tha  condition  and  lagibiiity 
of  tha  original  copy  and  in  icaaping  with  tha 
filming  contract  spaciflcations. 


OriginaC  copiaa  in  printad  papar  covara  ara  filmad 
beginning  with  tha  front  covar  and  ending  on 
tha  iaat  page  with  a  printed  or  Illustrated  impres- 
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other  original  copies  ara  filmed  beginning  on  the 
first  page  with  a  printad  or  iiluatrated  imprea- 
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or  illustrated  impression. 


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shall  contain  the  symbol  -^  (meaning  "CON- 
TINUED"), or  the  symbol  y  (meaning  "END"), 
whichever  applioa. 

Mapa,  plates,  charts,  etc.,  may  be  filmed  at 
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beginning  in  the  upper  left  hand  corner,  left  to 
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method: 


Lea  imagca  suivantes  ont  tt6  reproduites  avec  In 
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conformitii  avec  las  conditions  du  contrat  de 
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pramlAre  page  qui  comporte  une  empreinte 
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empreinte. 

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ces:  ie  symbols  -^  signifie  "A  SUIVRE".  9e 
symbols  V  signifie  "FIN". 

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filmte  A  des  taux  de  reduction  diffArents. 
Lorsque  Ie  document  est  trop  grand  pour  fttre 
reproduit  en  un  seul  clich6, 11  est  film*  A  partir 
de  I'ongie  sup6rieur  gauche,  de  gauchf^  it  droite. 
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illustrent  la  mAthode. 


1  2  3 


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2 

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// 


MEMORIAL 


11 


OF  THE 


EUROPEAN   &  NORTH  AMERICAN 
RAILWAY    COMPANY 


TO  THE 


LEGISLATURE   OF  MASSACHUSETTS. 


JANUARY,    1866. 


BOSTON  : 

WRIGHT    8f  POTTER,    STATE    PRINTERS, 

No.   4   Spring  Lane. 

1865. 


1^ 


t,^ 


HOUSE  •...No.  7. 


(dmnmonriDealtl)  of  i!lta00ad)it6ett0. 


MEMORIAL. 


To  the  Honorable  the  Senate  and  House  of  Representatives 
of  the  Commonwealth  of  Massachusetts ^  in  Leg-islaturs 
assembled: — 

The  European  and  North  American  Railway  Company,  a 
corporation  established  by  the  laws  of  the  State  of  Maine, 
respectfully  requests  such  aid,  assistance  and  encouragement 
from  the  Commonwealth  of  Massachusetts,  towards  the  comple- 
tion of  a  line  of  railway  from  the  city  of  Boston  to  the  city  of 
Halifax,  Nova  Scotia,  as  the  importance  of  the  enterprise  to  the 
Commonwealth  of  Massachusetts,  and  the  obligation  of  the 
Commonwealth  to  the  State  of  Maine,  growing  out  of  their 
common  ownership  of  public  lands  lying  in  Maine,  may  seem 
fairly  to  demand. 

The  European  and  North  American  Railway,  when  con- 
structed, will  complete  the  chain  of  railroads,  from  the  city  of 
Boston  through  the  States  of  New  Hampshire  and  Maine,  and 
the  Provinces  of  New  Brunswick  and  Nova  Scotia  to  the  city 
of  Halifax,  a  distance  of  706  miles.  The  line  is  now  completed 
as  far  east  as  Bangor,  a  distance  of  248  miles  ;  from  thence  to 
the  city  of  St.  John,  in  New  Brunswick, — the  distance  of  196 
miles, — remains  unfinished ;  although  a  large  portion  of  the 


v^ 


MEMORIAL. 


[Jan. 


means  fdr  its  construction  is  already  provided, — for  the  comple- 
tion of  w^ch,  the  aid  of  the  Commonwealth  is  invoked. 

From  the  city  of  St.  John  east  toward  Halifax,  101  miles  in 
New  Brunswick  are  already  constructed,  and  61  miles  in  Nova 
Scotia, — from  Halifax  to  Truro, — leaving  100  miles  to  be  built, 
between  Halifax  and  St.  John,  to  complete  the  link  between 
the  two  cities. 

Arrangements  have  been  consummated  by  the  governments 
of  New  Brunswick  and  Nova  Scotia,  with  a  company  of 
English  capitalists,  to  build  this  100  miles, — 69  miles  of  which 
are  in  the  Province  of  Nova  Scotia,  and  31  miles  in  the 
Province  of  New  Brunswick*; — so  that  the  means  are  provided 
for  completing  the  entire  chain  of  milways  between  Boston  and 
Halifax,  with  the  simple  exception  of  the  section  between 
Bangor  and  St.  John, — 88  miles  of  it  lying  in  New  Brunswick, 
and  108  miles  in  Maine. 

From  the  reports  of  the  surveys,  now  in  progress,  a  compar- 
atively favorable  route  has  been  ascertained  and  adopted, 
passing  from  Bangor  up  the  Penobscot  River  to  the  valley  of 
the  Mattawamkeag  River,  crossing  the  boundary  below  the 
Gheputnecook  Lakes,  on  the  St.  Croix,  and  north  of  Oromocto 
Lake,  in  New  Brunswick,  through  the  Douglas  Valley,  to  the 
Suspension  Bridge  at  St.  John  city. 

The  Province  of  New  Brunswick  granted  a  charter  April  13, 
1864,  for  the  extension  of  this  lue  from  St.  John  city  to  the 
boundary  of  Maine,  and  the  company  thus  incorporated  pro- 
poses to  raise  $400,000  in  subscriptions  to  its  stock.  The 
government  of  the  Province  has  granted  aid  to  said  company  at 
the  rate  of  $10,000  per  mile,  as  a  gift,  on  which  neither  prin- 
ciprl  nor  interest  is  to  be  returned, — payable  as  the  work 
progresses. 

The  State  of  Maine,  by  an  Act  approved  March  24, 1864, 
donated  the  timber  on  ten  (10)  townships  of  her  public  lands, 
and  all  her  claims  against  the  United  States  government  which 
accrued  prior  to  1860,  to  aid  the  construction  of  this  line,  and 
the  extension  of  a  branch  line  to  the  St.  John  River  at  the 
north-eastern  frontier  of  the  United  States. 

The  claims  of  this  enterprise  were  presented  to  Congress,  and 
an  able  committee  of  the  House  of  Representatives,  on  the  20th 
of  June,  1864,  reported  unanimously  a  bill  designed  to  satisfy 


1866.] 


house—No.  7. 


3 


the  claims  of  Maine,  with  an  elaborate  statement  of  the  facts  of 
the  case, — proposing  a  contribution  of  $10,000  per  mile  to  aid 
the  construction  of  the  European  and  North  American  Railway, 
— which  bill  is  now  pending  before  Congress. 

The  limited  amount  of  capital  applicable  to  the  construction 
of  railways  in  the  eastern  part  of  Maine,  and  the  constitutional 
inhibition  upon  the  use  of  the  credit  of  the  State, — many  years 
stnce  established, — have  rendered  it  impossible  to  carry  the 
work  beyond  Bangor.  Two  attempts  to  construct  this  line 
beyond  Bangor  have  failed  of  success.  But  the  capital 
expended  has  not  been  entirely  lost.  The  Penobscot  Railroad 
Company  partially  completed  the  line  from  Bangor  to  Milford, 
and  the  Oldtown  and  Lincoln  Railroad  Company  expended  a 
considerable  amount  in  extension  of  the  line  from  Milford  to 
Mattawamkeag.  A  transfer  has  been  made  of  all  the  rights  of 
these  two  companies  to  the  European  and  North  American 
Railway  Company,  under  authority  of  an  Act  of  the  legislature 
of  Maine ;  so  that  this  company  is  now  in  possession  of  property 
costing  over  $350,000,  at  the  prices  of  former  years, — worth  at 
this  time  more  than  that  amount,  from  the  favorable  terms 
on  which  the  right  of  way  was  secured,  and  the  substantial 
character  of  the  work  of  construction. 

The  city  of  Bangor,  under  authority  of  an  Act  approved 
March  25, 1864,  authorizing  a  loan  of  its  credii  to  aid  the  con- 
struction of  this  line,  has,  by  unanimous  vote  of  both  branches 
of  the  city  council  and  by  vote  of  the  citizens,  in  the  proportion 
of  1,780  to  112,  authorized  a  loan  of  its  credit  to  the  amount  of 
$500,000,  payable  on  the  completion  of  the  line  from  Bangor  to 
Lincoln. 

Resolutions  were  adopted  by  the  Maine  legislature  of  1864, 
inviting  the  Commonwealth  of  Massachusetts  to  co-operate  with 
Maine  in  extending  aid  to  this  railway,  and  in  full  expectation 
thereof,  Maine  made  a  further  grant  of  all  its  residuary  interest 
in  its  public  lands  on  the  waters  of  the  Penobscot  and  St.  John, 
to  aid  the  construction  of  this  railway,  on  condition  that  Massa- 
chusetts would  discharge  her  debt  against  Maine,  and  assign 
the  claims  against  the  United  States  government,  held  by  her, 
jointly  with  Maine,  to  the  same  purpose. 

The  governor  of  Maine,  in  his  recent  address  to  the  legisla- 
ture of  that  State,  makes  use  of  the  following  language : — 


MEMORIAL. 


[Jan. 


"  Until  it  is  settled  whether  the  European  and  North  American  Rail- 
way Company  shall  so  far  comply  with  the  conditions  of  the  Resolves  in 
favor  of  that  corporation,  sales  of  lands  or  timber  will  be  necessarily 
held  in  abej'ance.  In  compliance  with  certain  Resolves  invoking  the  aid 
of  the  Commonwealth  of  Massachusetts,  in  behalf  of  this  important 
enterprise,  Hot.orable  Messrs.  Kent,  Hubbard,  and  Washburn,  were 
appointed  commissioners  to  present  the  subject  to  the  government  of  our 
parent  Commonwealth.  They  will  make  a  report  of  their  doings  which 
will  be  laid  before  you  in  due  season. 

**  The  application  was  not  successful,  and  one  very  strong  ground  of 
objection  was  the  alleged  unfriendly  action  of  the  legislature  of  this  State 
some  years  since,  and  still  unrepealed,  in  regard  to  connections  with 
railroads  west  of  Portland,  having  their  termini  at  Boston.  I  would 
respectfully  call  your  attention  to  this  subject  for  the  purpose  of  ascer- 
taining whether  the  supposed  exigency,  which  called  for  this  legislation, 
exists  at  this  time.  In  the  early  history  of  railroads  in  this  State,  certain 
policies  were  regarded  as  indispensable,  the  wisdom  of  which  has  hardly 
been  justified  by  experience.  That  the  legislation  referred  to,  belongs  to 
that  class,  is  more  than  probable.  A  neighboring  State  can  hardly  be 
expected  to  contribute  in  aid  of  an  enterprise,  in  the  benefits  of  which  it 
is  not  to  be  allowed  to  participate.  It  is  only  upon  the  ground  of  a 
common  interest  to  be  promoted  by  the  freest  intercommunication  that 
any  such  claim  for  co-operation  can  be  asked  with  prospect  of  success. 
In  addition  to  a  common  interest  believed  to  exist,  there  are  considera- 
tions connected  with  the  past  history  of  the  public  lands  of  Maine, 
forming  the  joint  property  of  Massachusetts  and  our  own  State,  which 
may  fairly  be  urged  as  a  reason  for  seeking  assistance  from  that  Com- 
monwealth in  aid  of  the  European  and  North  American  Railway 
Company.  Many  years  since  arrangements  were  entered  into  between 
the  two  States  for  the  management  of  their  common  domain,  and  among 
other  stipulations  was  one  for  the  expenditure  of  the  proceeds  of  the 
sales  of  the  land  and  timber,  to  the  extent  of  not  more  than  ten  per  cent, 
in  making  improvements  through  these  lands  by  the  construction  of 
roado,  and  rendering  the  water-courses  navigable.  But  a  very  small 
part  of  this  sum  was  expended,  as  it  is  well  known  to  every  person  at  all 
conversant  with  the  history  of  our  public  lands." 


It  cannot  be  doubted  that  the  interests  of  the  State  of  Maine, 
and  more  especially  those  of  the  city  of  Portland,  will  be  pro- 
moted by  the  extension  of  a  line  of  railway  on  the  road  gauge, 
between  Portland  and  Boston,  securing  the  transit  of  produce, 
goods  and  merchandise,  without  transhipment,  between  Boston 


1886.] 


HOUSE— No.  7. 


and  Canada  by  this  channel,  which  would  otherwise  floek  other 
routes, — connecting  at  Portland  with  the  Grand  Trunk  Railway 
of  Canada,  and  with  the  railways  on  the  same  gauge,  extending 
through  Maine  to  the  lower  British  Provinces, — and  by  increa»> 
ing  the  business  of  the  Grand  Trunk  Railway  and  tlto  connecting 
lines  east  of  Portland,  cheapen  the  cost  of  transit  over  the  rail- 
ways o?  Maine  ; — and  it  can  hardly  be  doubted,  that  all  laws  in 
restraint  of  such  an  arrangement,  will  be  repealed  in  accordance 
with  the  suggestion  of  the  governor  of  Maine. 


The  application  of  last  year  to  the  legislature  of  Massachu- 
setts, in  behalf  of  this  enterprise,  was  urged,  more  upon 
grounds  of  public  policy  than  by  an  assertion  of  the  claims  of 
Maine,  growing  out  of  the  joint  ownership  of  their  large  public 
domain.  The  former  intimate  political  relations  of  the  two 
States,  the  fidelity  of  Maine  to  her  obligations  under  the  Act  of 
separation,  and  the  equitable  claims  of  Maine  upon  the  Com- 
monwealth of  Massachusetts,  justify  a  reference  to  their  past 
history. 

The  New  England  Company^  whose  charter  from  King 
James,  of  November  8d,  1620,  gave  them  a  territory  extending 
from  the  fortieth  to  the  forty-eighth  parallel  of  north  latitude, 
and  from  ocean  to  ocean,  granted  that  portion  of  New 
England,  from  the  Merrimac  to  the  Sagadahoc,  to  Sir  Fer- 
dinando  Gorges  and  John  Mason,  under  the  name  of  "  the 
Province  of  Maine"  August  22d,  1622.  The  Piscatuqua 
became  the  boundary  between  these  grantees,  and  the  title  of 
Gorges  to  Maine  was  confirmed  by  the  crown,  extending  one 
hundred  and  twenty  miles  inland,  from  the  Piscataqua  to  th'? 
Sagadahoc.  "  Masonia^"  or  New  Hampshire,  fell  to  John 
Mason  in  the  division.  The  company  of  Massachusetts  Bay, 
whose  charter  was  dated  March  19th,  1629,  subsequently  set  up 
a  claim  to  a  large  portion  of  Maine,  running  a  line  due  east 
from  a  point  three  miles  north  of  the  head  or  source  of  the 
Merrimac  River. 

By  a  system  of  intimidation  at  one  time,  and  by  a  course  of 
cajolery  at  another,  the  government  of  Maine  was  weakened, 
80  that  during  the  reign  of  the  Puritans,  in  the  times  of  the 
Commonwealth,  the  Massachusetts  colony  acquired  a  show  of 
submission  to  her  authority  from  the  people  of  Maine.    But 


MEMORIAL. 


[Jan. 


being  finally  defeatod  in  these  attempts  to  override  the  grant  of 
August  22d,  1622,  to  Gorges  and  Mason,  they  purchased  froiii 
Gorges'  heirs  their  title  to  Maine  for  X  1,250,  March  18th, 
1678.  On  the  vacation  of  the  Massachusetts  cliarte:*  on  quo 
warranto^  October  18th,  1684,  her  title  to  Maine  was  relaxed  ; 
but  the  charter  of  William  and  Mary,  of  October  7tli,  1691, 
united  the  colony  of  Massachusetts  Bay,  the  colony  of  Ply- 
mouth, "  the  Province  of  Maine,"  the  country  of  Acadia,  and 
all  the  territory  lying  between  Acadia,  or  Nova  Scotia,  and 
Maine,  called  the  territory  of  Sagadahoc,  into  u  single  govern- 
ment, called  '*  the  Province  of  Massachusetts  Bay,"  and  Sir 
William  Phipps,  a  native  of  Maine,  was  appointed  governor. 

In  this  way,  Massachusetts  acquired  her  title  to  this  public 
domain  of  more  than  20,000,000  of  acres.  Wi  'h  these  lands, 
Massachusetts  endowed  her  public  institutions,  and  from  the 
sale  of  portions  of  them,  amounting  to  millions  of  acres,  mad  3 
to  William  Bingham  and  others,  she  realized  large  sums  of 
money  to  her  treasury  towards  paying  off  the  debt  of  the 
Revolution. 

By  the  Act  of  separation — reluctantly  granted  in  the  year 
1819 — the  Commonwealth  of  Massachusetts  retained  one-half 
of  the  unsold  lands  lying  in  Maine,  amounting  at  that  time  to 
11,824,438  acres.  Of  this  amount,  3.207,680  acres  wore  sub- 
sequently, for  the  sake  of  peace,  surrondored  up,  or  coded  to 
the  United  States  government  by  the  treaty  of  Wasliington, 
leaving  8,616,758  acres,  one  half  of  which,  4,388,379  acres 
fell  to  Massachusetts.  This  land  was  to  be  exempt  from  taxa- 
tion, while  the  title  remained  in  the  Commonwealth.  How 
faithfully  Maine  vindicated  this  principle,  in  spite  of  all  the 
evasions  of  the  right  of  taxation,  the  judicial  records  of  our 
State  will  show.  At  the  time  of  the  separation  the  lands  had 
but  little  value  in  cash,  but  were  regarded  as  of  great  impor- 
tance for  settling,  and  as  a  means  of  increasing  the  wealth  and 
politi'^al  power  of  the  country.  Proposals  of  sale  were  inter- 
changed. Massachusetts  would  have  transferred  her  interest 
to  Maine  for  $150,000.  Maine  offered  $100,000,  and  the  nego- 
tiations were  dropped,  most  unfortunately  for  Maine. 

Portions  of  the  lands  were  afterwards  divided  by  alternate 
townships,  and  up  to  1832,  Massachusetts  received  into  her 
treasury  $122,465.94,  as  proceeds  of  sales  of  lands  and  timber 


1866.] 


HOUSE— No.  7. 


ill  Maine.  In  1832,  an  agreomont  of  tho  land  agonts  of  the 
two  States  for  a  systom  of  management  and  Joint  sulos,  was 
assented  to  by  tho  respective  legislatures,  and  in  and  by  this 
convention,  it  was  agreed  that  ten  per  cent,  of  the  gross  pro- 
ceeds of  the  »alos  should  bo  expended  for  improvements  in  tho 
way  of  roads,  bridges  and  rendering  water-courses  navigable 
for  the  floating  of  timber,  thereby  la'*gely  enhancing  tlio  value 
of  the  remaining  unsold  lands.  From  1832  till  1852,  Massa- 
chusetts paid  out  only  $69,989.49  for  roads,  bridges  or  other 
improvements,  while  she  received  $1,927,719.54  as  tho  pro- 
ceeds of  the  sales.  Maine  paid  out  from  1832  till  1852, 
$188,116.23  for  roads  and  bridges,  leaving  a  deficit,  duo  from 
Massachusetts  of  $118,276.74,  assuming  that  the  gross  amount 
of  sales  by  the  two  States  was  equal.  In  1851,  Maine  became 
aroused  and  alarmed  at  the  course  pursued  by  Massachusetts 
in  contravention  of  tho  principles  of  the  compact ;  viz. :  grant- 
ing licenses  to  cut  the  timber  without  limit,  or  soiling  the 
timber  and  lumber  only,  retaining  the  title  to  tho  soil,  tliereby 
shutting  up  the  lands  from  settlement,  and  keeping  thorn  from 
taxation. 

Maine  remonstrated,  but  without  success,  and  saw  no  remedy 
except  that  of  a  purchase  from  Massachusetts  of  all  her  remain- 
ing interests  in  tlio  public  lands.  On  October  5th,  1853,  she 
paid  in  cash  and  notes,  $362,500  for  the  remnants  and  residuary 
interests  oi  Massachusetts,  that  State  having  first  sold  to 
individuals, — pending  the  negotiations, — the  more  valuable 
portions  of  tho  timber  lands,  for  $283,696.19.  Of  this  sum 
$47,120  was  subsequently  remitted  by  the  legislature. 

Massachusetts  has  received  from  individual  purchases  the 
sum  of  $2,164,545.73  after  1832.  which  makes  a  total  of 
$2,632,246.90  of  net  receipts  with  at  interest,  including  the 
$200,000  now  due  from  Maine.  In  addition  to  this  amount, 
$160,000  was  paid  to  Massachusetts  by  the  United  States 
government  for  one-half  of  the  lands  taken  from  Maine,  under 
the  treaty  of  Washington,  showing  a  total  of  $2,682,246.90 
received  by  Massachusetts  without  interest,  since  the  separation, 
as  the  proceeds  of  sales  of  land  in  Maine,  drawn  from  the 
industry  of  Maine  to  aid  the  school  fund  of  Massachusetts,  and 
to  succor,  in  its  hours  of  difficulty,  the  drooping  fortunes  of 
the  Western  Railroad. 


8 


MEMORIAL. 


[Jan. 


No  adjustment  of  this  claim  for  def^cienoy  of  expenditure 
for  ros^ds,  bridges  and  improvements,  was  attempted  at  the  time 
of  the  purchase,  —  so  anxious  was  Maine  to  arrest  these 
unfriei  dljr  proceedings,  and  secure  complete  juribdiction  and 
control  of  the  lar/.o  within  her  own  territory.  It  would  seem 
as  if  this  statement  of  facts  was  sufficient,  to  insure  a  concur- 
rence of  opinion,  that  Massachusetts  is  fairly  indebted  to  Maine 
in  the  sum  of  1146,616.08,  without  computing  interest  thereon  ; 
with  which,  it  would  largely  exceed  in  amount,  the  sum  now 
due  by  Maine  to  Massachusetts,  on  account  of  the  purchase. 

His  Excellency,  Governor  Cony,  in  his  recent  address  to  the 
legislature  of  Maine,  in  allusion  to  thi?  matter,  says : — 

"The  State  of  Maine  extinguished  the  title  of  Massachusetts  in 
these  lands  by  purchase  in  1853.  A  bargain  fairly  made  is  binding 
upon  both  parties  and  not  to  be  complained  of,  but  if  the  State  of 
Maine  ever  receives  from  the  land  thus  purchased,  a  sum  equal  to  the 
interest  of  the  principal  paid  for  them,  it  is  as  much  as  those  well 
informed  upon  the  subject  ever  expected.  These  considerations  may 
be  fairlj  addressed  to  Massachusetts  in  seeking  her  aid  for  this  enter- 
prise, and  it  is  for  her  authorities  to  determine  their  weight." 

The  enterprise  is  urged  upon  the  attention  of  the  authorities 
and  people  of  Massachusetts,  upon  the  broadest  grounds  of 
public  policy,  as  a  means  of  increasing  the  material  strength, 
the  political  influence  aud  the  moral  power  of  New  England. 

The  New  England  of  the  olden  time,  as  mapped  out  by  the 
sagacious  Gorges,  in  1620,  and  described  in  tho  charter  of 
November  3d  of  that  year,  granted  at  his  request,  (accordir  ,• 
to  the  recital  of  the  instrument  itself,)  included  the  broad  belt 
of  eight  degrees  of  latitude,  from  the  Atlantic  to  the  Pacific 
seas  ;  embracing  one-half  of  what  is  now  New  Jersey,  the  bulk 
of  Pennsylvania,  Ohio,  Indiana,  an''  Illinois,  Northern  Missouri, 
Iowa,  and  the  basin  of  the  great  lakes,  and  a  majority  of  the 
English  speaking  people  of  the  continent.  It  is  now  limited  to 
less  than  seveu-fifteenths  of  the  Acadian  peninsula,  and 
extends  westward  only  to  the  valley  of  Lakc^  Ghamplain.  But 
its  power  and  influence  are  greatly  in  excess  of  itr  territoria 
proportions. 

And  we  recognize  the  duty — so  eloquently  set  forth  in  the 


. 


1866.] 


HOUSE— No.  7. 


9 


appeal  of  His  Excellency,  Goverror  Andrew,  to  the  New 
England  Agricultural  Society,  on  Hampden  Park,  September 
9th,  1864 — to  the  sons  of  New  England,  to  strengthen  and 
adorn  it.  The  value  of  that  appeal  would  have  been  more 
striking  and  effective  had  he  pointed  out  to  them  the  broad 
falloys  of  the  Penobscot  and  St.  John,  as  portions  of  New 
Englan<'.,  the  rich  soils  of  the  Aroostook  and  Mattawamkeag, 
and  the  still  untouched  forests  of  the  Allegr.sh  as  the  most 
inviting  fields  for  New  England  thrift  and  industry.  Maine, 
with  only  one-seventh  (| )  of  her  territory  under  cultivation, 
has  more  good  farming  lands  than  are  found  within  the  other 
five  States  of  New  England ;  more  good  harbors  and  more 
available  water  power  than  any  other  section  of  the  country  of 
equal  extent ;  obvious  at  once,  upon  an  examination  of  the 
configuration  of  its  territory,  its  physical  features,  its  geograph- 
ical position  and  its  geological  structure,  occupying  ps  it 
does  th**  southern  and  eastern  slopes  of  the  Apalachian  chain, 
known  as  the  Acadian  Mountains.  Their  axial  ridge  forms  the 
common  water-shed  of  the  Connecticut,  the  Androscoggin,  the 
Kennebec,  the  Penobscot,  the  St.  John,  the  Ghaudiere  and  tho 
St.  Francis, — all  take  their  rise  in  this  Alpine  region  and 
descend  from  an  elevation  of  from  2,000  to  8,000  feet,  over  a 
succession  of  terraces,  which  forms  a  series  of  cascades  in 
almost  regular  gradation  to  the  sea.  But  a  small  portion  of 
its  soil  is  granitic,  and  the  country  lying  north  and  east  of 
Eatahdin  is  particularly  adapted  to  the  raising  of  wheat,  and 
capable  of  supporting  a  population  equal  to  that  of  Yermont. 


Twenty  years  ago,  the  people  of  Massachusetts  distrusted  the 
abilty  of  the  people  of  Maine  to  construct  a  ^ine  of  railway  from 
the  open  harbor  of  Portland  to  the  boundary  of  Canada,  con- 
necting with  a  line  from  thence  to  Montreal.  Unaided  by  other 
jL^ew  England  capital,  the  people  of  Maine  persevered  in  their 
efforts,  and  an  unbroken  line  of  railway,  from  Lake  Huron  to 
the  ocean,  discharges  its  freight,  without  transhipment,  on  board 
ocean  steamers  at  Portland.  A  system  of  railways,  embracing 
a  length  of  1,396  miles,  since  finished,  is  now  included 
in  the  Grand  Trunk  Railway  of  panada,  with  scarcely  any 
connection  with  Boston,  or  other  portions  of  New  England, 
outside  of  Maine. 


10 


MEMORIAL. 


[Jan. 


Tho  next  twenty  years  will  develop  a  railway  Rystera  in 
Eastern  Maine  and  the  lower  British  Provinces,  on  the  Provincial 
gaugo,  to  a  still  greater  extent,  penetrating  tho  coal-fields  of 
Pictou,  and  of  Eastern  Nova  Scotia,  following  along  the  region 
of  the  rich  fishing  grounds  on  the  shores  of  the  Gulf  of  St. 
Lawrence,  to  the  Bay  of  Chaleur,  and  connecting  the  upper 
and  lower  British  Provinces,  through  the  valley  of  the  upper 
St.  John,  developing  some  of  the  finest  portions  of  the  continent 
of  North  America,  taking  into  view  th^r  material  attractions 
and  natural  resources. 

It  is  for  the  interest  of  Boston,  and  of  all  New  England,  to 
directly  participate  in  the  material  development  of  this  eastern 
region,  so  naturally  connected  with  it,  by  both  geographical 
and  commercial  laws. 

At  the  recent  meeting  of  the  Boston  Board  of  Trade,  it  was 
confidently  asserted  that  Boston  could  secure  western  connec- 
tions which  should  restdire  to  her  the  trade  which  had  been 
diverted  into  other  channels ;  that  freight  cars,  reaching 
Boston  from  "  St.  Louis,  Chicago,  and  other  parti  of  the  West, 
without  breaking  bulk,"  should  supply  produce  for  export. 
On  the  contrary,  some  believe  that  beyond  the  local  supply 
which  the  Western  Railway  may  bring  to  the  doors  of  Massachu- 
setts, it  is  impossible  to  lift  freight  over  the  Berkshire  hills,  and 
bring  it  to  Boston  for  export  to  Europe.  It  will  follow  the 
water-line  of  the  Hudson  to  New  York,  or  of  the  St.  Lawrence 
to  its  nearest  shipping  port  in  winter,  Portland,  instead  of  seal- 
ing the  ridges  that  separate  the  valley  of  the  Hudson  from  the 
waters  of  Massachusetts  Bay. 

The  experience  of  the  last  few  years  has  shown  that  flour 
and  western  produce,  to  some  extent  already,  come  to  Boston 
by  the  way  of  Portland,  and  that  Eastern  Maine  is  gradually 
drawing  its  supplies  from  the  West  by  the  same  route.  Flour 
and  grain  were  at  one  time  exports  from  Boston  to  Maine,  and 
a  change  has  been  effected^  by  the  completion  of  the  railway 
from  ^fontreal  to  Portland,  and  from  thence  to  the  Kennebec, 
and  to  Bangor. 

But  Maine  is  only  partially  peopled.  For  nearly  one  hun- 
dred years  after  the  occupation  of  the  country  by  the  European 
races,  it  was  the  battle-ground  between  the  French  and  the 
English,  and,  while  other  portions  of  New  England  grew  in 


1 


1865.] 


HOUSE— No.  7. 


U 


wealth  and  popnl&tion,  without  serious  embarrassment,  from 
1620  to  1762,  Maine  wap  kept  back,  till  the  overthrow  of  the 
French  power,  by  the  conquest  of  Quebec  in  1759,  and  the 
treaty  of  peace  of  1763.  Maine,  too,  was  excluded  from  the 
New  England  League  of  1643,  formed  for  better  protection 
against  savage  invasion,  because  the  religion  of  the  mother 
country  was  tolerated  there,  by  Gorges,  as  well  as  the  religion 
of  Rhode  Island,  Connecticut,  and  Massachusetts. 

If  Boston  "  possesses  the  wealth,  the  energy,  and  the  experi- 
ence to  insure  for  itself  every  artificial  facility  which  its 
commerce  may  require,"  it  cannot  fail  to  see  that  it  must 
look  east  as  well  as  west,  to  secure  that  trade  which  is  to  give 
"  rapidity  to  its  growth."  Build  up  Maine,  increase  the  manu- 
facturing industry  of  the  Saco,  the  Androscoggin,  the  Kenne- 
bec, and  the  Penobscot,  and  the  business  of  Boston  will  grow 
with  their  growth. 

The  law  of  commercial  gravitation,  sweeps  the  trade  of  the 
Connecticut  Yalley  to  New  York,  as  inevitably  as  the  same  law 
of  trade  takes  the  business  of  the  upper  waters  of  the  Pisca- 
taqua  past  j^ortsmouth  and  Salem  to  Boston,  ovt.r  the  Boston 
and  Maine  Railroad. 

An  able  report  to  the  Senate  of  Massachusetts,  in  April, 
1852,  (Senate  Doc.  No.  123,)  advising  the  grant  of  aid  to  the 
European  and  North  American  Railway,  says : — 


"  Boston  is  the  natural  market  of  thr  peninsula  east  of  Lake  Cham- 
plain,  between  the  River  St  Lawrence  and  the  Atlantic  Ocean ;  but  all 
that  portion  of  this  peninsula  which  lies  within  the  influence  of  New 
York  capital  is  sending  anLually  more  and  more  of  its  business  to  that 
city.  The  State  of  Maine,  portions  of  New  Hampshire,  and  Vermont, 
the  lower  British  Provinces,  and  a  part  of  Canada  East  will  always 
find  Boston  their  natural  market,  and  the  policy  of  Boston  will  be  most 
wisely  directed  to  aid  the  growth  of  business  an<1  population  iu  the 
regions  above  referred  to,  in  preference  to  measures  calculated  to 
advance  the  growth  of  our  great  commercial  rival.  The  trade  of  Maine 
is  of  vast  importance  to  Massachusetts,  and  from  her  geographical  posi- 
tion, Maine  will  naturally  be  our  best  customer.  If  Boston  had  extended 
her  lines  of  railway  east  through  Maine  to  the  lower  British  Provinces, 
and  in  connection  therewith,  to  Montreal,  instead  of  expending  vast 
sums  in  building  rival  lines  across  the  Connecticut  River  to  Lake 


Mm 


12 


MEMORIAL. 


[Jan. 


Champlain,  the  commercial  position  of  all  New  England  would  have 
been  materially  enhanced.  The  lines  of  railway  extending  from  Boston 
across  the  Connecticut,  since  the  completion  of  the  Western  Railroad,  are 
now  directing  from  Boston  to  New  York  as  much  business,  perhaps,  as 
we  have  gained  thereby,  whereas  an  extension  of  railways  into  Maine 
adds  directly  to  the  business  of  Boston,  without  encountering  the  compe- 
tition of  New  York.  The  true  policy  of  Massachusetts,  therefore,  will 
be  found  in  aiding  in  all  possible  ways  the  building  of  railtrays  east  of  it, 
and  increasing,  in  every  practicable  manner,  the  means  of  communication 
with  Maine  and  the  British  Provinces." 


I'lii 


^11 1 


This  reasoning  satisfied  the  Senate  of  Massachusetts,  and  a 
bill  granting  aid  to  the  European  and  North  American  Railway 
Company,  to  the  amount  of  $500,000,  passed  that  branch  of  the 
legislature,  after  full  discussion,  but  failed  to  secure  the  concur- 
rence of  the  House.  The  controversy,  growing  out  of  the  joint 
ownership  of  the  public  lands,  postponed,  for  the  time,  all 
further  efforts  to  secure  aid  from  Massachusetts.  The  com- 
mercial revulsion,  following  the  Crimean  war,  absorbed  at 
home  the  English  capital,  which  had  been  pledged  for  the 
building  of  the  road,  in  the  lower  Provinces.  The  more  recent 
movements  towards  constructing  the  line  in  Nen  Brunswick 
and  Nova  Scotia,  have  been  dependent  upon  the  credit  and 
means  of  the  Provinces.  Within  the  last  ten  years  Boston  has 
witnessed  the  gradual  withdrawal  of  the  trade  of  Maine,  and 
the  growth  of  a  commercial  town  at  the  east.  The  valuation 
of  Portland  has  increased  from  $4,634,738  in  1845,  to 
$26,963,939  in  1864.  Her  exports  to  foreign  countries  from 
$251,097  in  1845,  to  $4,396,142  in  1864 ;  her  imports,  from 
$339,791  in  1845,  to  $13,039,749  in  1864,  showing  not  only  a 
growth  of  business,  but  an  increase  of  wealth,  unexampled  in 
any  other  city  of  New  England  during  the  same  period. 

Draw  a  line  from  Boston  to  the  St.  Lawrence  at  Montreal, 
or  from  Boston  to  the  head  of  Lake  Champlain,  and  thence  to 
the  foot  of  Lake  Ontario,  and,  north  and  east  of  this  line,  will 
be  included  all  the  territory  whose  business  n&turally  gravitates 
to  Boston.  Of  this  region,  the  territory  of  Maine,  New  Bruns- 
wick, Nova  Scotia,  and  Prince  Edward  Island,  is  by  far  the 
most  valuable  in  natural  resources.  And  from  their  geographi- 
cal position,  sloping  to  the  Atlantic  seaboard,  their  business 


1866.] 


house—No.  7. 


18 


relations,  like  those  of  New  Hampshire  and  Northern  Yermont, 
are  most  intimately  connected  with  those  of  Boston. 

Maine  has  a  territory  of  81,766  square  miles ;  New  Brunswick 
has  27,704 ;  Nova  Scotia  has  18,746 ;  Prince  Edward  Island 
has  2,134 ;  a  total  of  80,350  square  miles, — but  little  ^ess  than 
that  of  the  island  of  Great  Britain,  and  fully  equal  to  it  in 
natural  resources.  The  population  of  Maine,  in  1860,  was 
628,600 ;  that  of  New  Brunswick,  in  1861,  was  262,047  ;  that 
of  Nova  Scotia,  in  1861,  was  830,699 ;  that  of  Prince  Edward 
Island,  in  1861,  was  80,648— a  total  of  1,291,994 ;  while  the 
population  of  Great  Britain,  in  1861,  was  20,223,746.  It  is  in 
the  direction,  therefore,  of  this  eastern  empire,  that  the  surplus 
capital  of  New  England  should  be  directed.  If  the  capital  of 
Boston,  now  lying  idle  for  want  of  opportunities  for  investment, 
was  employed  in  the  construction  of  lines  of  railway  to  the  coal 
mines,  the  slate  quarries,  the  iron  works,  the  timber  forests, 
raid  the  tanneries  of  Eastern  Maine,  and  the  lower  Provinces,  a 
new  impulse  would  be  given  to  every  interest  of  New  England  ; 
and  the  growth  of  manufactures  upon  these  eastern  waters, 
would  make  their  valleys  as  populous  as  those  of  the  Connec- 
ticut or  the  Merrimac,  whose  trade  and  business  would  flow 
backward  to  their  source,  as  naturally  as  the  waters  of  the 
ocean,  after  being  transported  by  the  law  of  attraction  to  the 
distant  mountain  summits,  and  fertilizing  the  regions  upon 
which  they  fall,  aie  gathered  into  streams  in  the  valleys  through 
which  they  again  return  to  it. 

The  same  law  of  attraction  that  holds  together  the  people 
who  dwell  in  the  valley  of  the  Hudson,  or  the  basin  of  the 
St.  Lawrence,  unites  those  who  inhabit  the  shores  of  the  sea 
from  Gape  God  to  Gape  Sable.  Separated  from  Canada  by  the 
almost  inaccessible  ridges  that  divide  .them,  the  outlet  by  rail- 
way from  Montreal  to  Portland,  affords  to  Canada  in  winter,  all 
the  a  jcess  to  the  open  sea  that  the  business  of  the  St.  Lawrence 
Valley  at  this  time  demands. 

The  people  of  the  lower  British  Provinces,  like  those  of 
Maine,  are  lumbermen,  and  builders  and  owners  of  ships  ;  their 
tastes,  habits  and  pursuits  are  similar.  In  1860,  Maine  built 
57,866  tons  of  ships,  and  her  people  at  that  Uttm  "ere  the 
owners  of  801,941  tons  of  shipping.  In  1861,  New  iirunswick 
built  48,719  tons  of  ships.    In  1861,  Nova  Scotia  built  39,883 


'i 


14 


MEMORIAL. 


[Jan. 


tons,  and  Prince  Edward  Island  9,006  tons,  The  tonnage 
owned  in  New  Brunswick  in  that  year  was  227,718  tons,  iu 
Nova  Scotia  248,061  tons,  in  Prince. Edward  Island  45,000 
tons.  As  a  grazing  country  it  is  unsurpassed ;  its  uniform 
supply  of  moisture  gives  facilities  for  the  growth  of  hay  and 
the  rearing  of  cattle  and  sheep,  beyond  any  other  section  of 
the  country ;  and  the  wool  crop,  in  the  new  era  that  awaits 
manufacturing  industry,  shall,  in  a  few  years,  contest  the 
dominion  of  king  cotton. 

By  introducing  manufactures  and  diversifying  the  industry 
of  this  eastern  region,  so  full  of  raw  material  and  natural 
resources ;  by  drawing  fresh  treasures  from  the  forest,  the  farm, 
the  mine  and  the  sea,  would  be  brought  about  the  steady 
increase^  of  its  wealth,  material  power  and  population,  so  that 
instead  of  1,291,944  persons  in  Maine  and  these  three  mari- 
time Provinces,  there  would  be  a  population  equal  to  that  of 
Massachusetts  per  square  mile,  within  the  next  half  century, 
and  12,614,950  persons  would  bring  their  trade  thence  to  your 
doors.  New  England  in  this  way  will  become  a  power  in  the 
land,  and  that  energy  of  character  which  its  bracing  climate, 
its  rugged  sea-coast,  and  the  grandeur  of  its  natural  scenery 
imparts  to  man,  shall  quicken  ingenuity,  enlarge  the  objects  of 
human  pursuit,  multiply  works  of  art  and  extend  the  bounda- 
ries of  commerce,  bringing  in  their  train  a  corresponding 
civilization  that  shall  make  the  dwellers  upon  this  New 
England  sea-coast  of  ours  the  foremost  people  of  the  earth  in 
everything  that  contributes  to  the  highest  welfare  of  the  indi- 
vidual, and  to  the  strength,  the  power,  and  the  glory  of  a 
State. 


i!     ! 
;W    i 


The  Act  of  the  legislature  of  Maine,  approved  March  24th, 
1864,  lind  to  which  his  Excellency,  the  governor  of  MaiaC; 
refers,  provides  *^m  case  the  Commonwealth  of  Massachu:jett8 
shall  assign  and  transfer  to  the  European  and  North  American 
Railway  Company,  or  to  the  State  of  Maine,  in  trust  for  said 
Company,  the  claims  held  by  her  with  Maine,  against  the 
general  government,"  "  and  release  and  discharge  the  balance 
due  from  the  State  of  Maine,  for  the  purchase  of  her  interests 
in  the  public  lands  lying  in  Maine,"  "  it  shall  be  lawful  for  the 
governor.  State  treasurer  and  land  agent  to  transfer  to  said 


:i 


1865.] 


house—No.  7. 


15 


Company  all  the  public  lands  lying  on  the  waters  of  the  Penob- 
scot and  St.  John  Rivers  for  the  uses  and  purposes  set  forth  in 
this  Act." 

We  therefore  respectfully  ask  the  legislature  of  Massachu- 
setts to  assign  to  said  Railway  Company,  its  claims  against  the 
United  States  government,  held  jointly  with  Maine,  release 
and  discharge  .the  State  of  Maine  irom  its  certificates  of  indebt- 
edness due  for  said  purchase  of  said  lands,  and  to  grant  a  loan 
of  the  credit  of  the  State,  to  the  amount  of  $500,000,  to  aid  the 
construction  of  said  railway,  and  to  render  such  other  and 
further  aid,  assistance  and  encouragement  thereto,  as  the  legis- 
lature in  its  wisdom  may  deem  prudent  and  necessary  in  view 
of  the  importance  of  the  European  and  North  American 
Railway. 

By  order  of  the  Directors. 

JOHN  A.  POOR, 
Preiident  of  the  European  and  North  American  B.  W.  Company. 

Boston,  January  17, 1865. 


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